Triple valve.



W. V. TURNER.

TRIPLE VALVE.

APPLICATION FILED JAN.15, 1904.

Patented Feb. 16, 1909.

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UNITED snares PATENT OFFICE.

WALTER v. TURNER, OF WILKINSBURG, PENNSYLVANIA, AssIeNoR TO THEWESTINGHOUSE AIR BRAKE COMPANY, OF. rrr'rssune, PENNSYLVANIA, AcoRPonA'rIoN OF PENNSYL VANIA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented Feb. 16, 1909.

Application filed January 15, 1904. Serial No. 189,116.

To all whom it may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United States,residing at Wilkinsbnrg, in the county of Allegheny and State ofPennsylvania, have inventeda certain new and useful Improvement inTriple Valves, of which improvement the following is a specification.

This invention relates to triple Valve devices for automatic fluidpressure brakes, and has for its object to provide an improved meansembodied .in said valve device for securing a localdischarge of trainpipe air at each triple valve in service applications of the brakes andthereby accelerate the action of said valves throughout the train.

In the standard air brake apparatus, as at present in use, a serviceapplication of the brakes is produced by making" a gradual reduction intrain pipe pressure at the train pipe discharge valve on the locomotive,consequently all of the compressed air whichis vented from thetrain'pipe to produce the desired reduction in service application mustbe d-ischar ed at the front end of the-train pipe, there y causing avery slow reduction in pressure at the rear end of the train, due to theexpansion of the air toward the forward end, and a correspondingly SlOWaction of the rear triple valves in service applications, especially onlong trains. This is an objectionable feature of the apparatus inpractice, and my improvement is designed to overcome this defect byproviding a triple valve device having means for auto- .maticallyventing fluid under pressure from the train pipeloca-lly upon each carin service applications, and thereby hasten, by the well known serialaction, the movement of each succeeding triple valve, and the completeservice application of the brakes.

I will now describc'anore in detail a preferred form of triple valvedevice embodying my improvement, reference being had to the accompanyingdrawing, in which Figure l is a.;lo'ngitndinal section oi? aquick-action triple valve device embodyingv my invent-ion, the lowerpart of the check valve case being shown in elevation and the thebrakes.

parts being indicated in full release-posi-" tion; Fig. 2 a brokenlongitudinal section of the triple valve device with the parts in theposition for service application; Fig. 3 a similar view showing theparts in lap posi tion; Fig. 4 a plan View of the valve seat;-

auxiliary reservoir, piston 4, stem 8', main slide valve 9, raduatingstem 6, and spring H I. Anfadditional spring 27 to be compressed inemergency applications only, may

also be used and bears against a cup 28 Sun rounding the collar 30 ofthe graduating stem 6, and provided with a shoulder 29, which is engagedby and forms a stop for the said collar 30 in service applications ofThe graduating stem 6 is preferably made slightly longer than in thepresent standard triple valve, for the purpose of engaging the stem 5 ofthe iston, so that the graduating sprino 7 wil be slightly compresseduntil the cellar 30 engages the shoulder 29 when the valve is In serviceposition, as

shown in Fig. 2, and will expand and move the piston and valve to lapposition as shown in Fig. 3 when the pressures equalize on oppositesides of the piston in a service application.

The main slide valve is provided with emergency port 2 1, service port11, local train pipe discharge ports 12 and 15, and" exhaust cavity 10.In the valve seat the service port 16 leads to the brake cylinderpassage 23, and the port 19 communicates with the exhaust in the usualway. I also provide the local train'pipe vent ports 18 and 17 of smallcapacity relative to the service port, the port 18 leading from thetrain pipe passage 1 and the port 17 being shown as venting to the brakecylinder, aL

though a will be evident that it might lead to the atmosphere or'elsewhere if desired. The main slide valve 9 is provided with the usualemergency port 24, exhaust cavity-10,

and quick action portv 26 for supplying pressure to port 21 leading tothe emergency piston 22, when the valve is in emergency position. In themain slide valve are-also located the service part 11 and the localtrain pipe discharge ports 12 and 15 adapted-to register with therespective ports 16,

17 and 18 of the valve seat when the valve is in service position, asshown in Fig. 2.

on the main slide valve 9 is mounted the auxiliary or graduating slidevalve 13 moving with the stem 8 of the main piston and having the-usuallost motion with respect to the main slide valve. In the graduatingvalve is formed the cavity 14 for connecting the local train pipedischarge ports 13 and 15 of the main slide valve when in serviceposition.

The operation of my improved valve de-' vice is as follows: The partsbeing in full release position, as indicated-in Fig. 1, air underpressure from the train pipe flows through the feed groove around thetriple piston and charges the auxiliary reservoir in the usual way; whena gradual reduction of train pipe pressure is made at the servicedischarge port of the engineers brake valve on the locomotive, the firsttriple valve piston is then actuated by the preponderanceof auxiliaryreservoir pressure to move rear- --wardly toward service position, thefirst part of the movement drawing the gradeating slide valve to theposition for connecting ports 12 and 15 of the main slide valve throughcavity 14, and opening the service application port 11 of the mainvalve. The head of the triple piston stem thenengages the main slidevalve 9 and the further movement of the piston carries the main slidevalve and graduating valve with it to the service position, as indicatedin Fig. 2, in which the graduating stem 6 is actuated by the stem 5 tocompress the graduating spring 7 an amount slightly reater begin to openat the same time or preferablyslighitly in advance of the opening of theservice port, and remain open to their full capacity until the serviceport is fully open as shown. As soon as the ports 12 and 15 of the mainvalve register with ports 17 and 18 the bra with the exhaust port 19through the cavity 10 of the main slide valve.

The emergency action of the device caused in the valve seat air from thetrain pipe begins to discharge to the brake cylinder,

thus creating a local reduction of train pipe this is to hastentheaction of each succeeding trip'le'valve to the extent-=ofthe localventing of the train pipe at each valve, and] to secure a positive andprom t movement of each valve to' fully open it service port from theauxiliary reservoir to the brake cylinder and slightly compress thegraduating spring 6. The relative capacities of the local train pipedischarge ports and the service application port are so calculated as toinsure a more rapid rate of reduction of the auxiliary reservoirpressure to the brake cylinder than of the trai'n'pipe through the localvent ports after the service train pipe discharge port at the engineersbrake valve has closed and the result of this is that, followingimmediately after the automatic closing of the train pipe discharge atthe en gineers brake valve, the pressure oftli'e auxiliary reservoir isreduced to substantially equal that of the train pipe, and the piston,

then'being balanced as to fluid pressure the graduating spring 7movesthe piston and graduating valve 13 to hip osition,'see Fig. 3,thereby first cutting oti communication between the local train pipedischarge ports 12 and 15,'and then closing the service port 11 throughthe main slide valve. If the additional spring 2'1 is omitted and thegraduating stem 6 is made shorter, so that the spring 7 is notcompressed when the main slide valve moves to service position, itwillbe apparent that the auxiliary reservoir pressure will diminish bydischarge to the brake cylinder until slightly below that of the trainpipe, when the train pipe pressure will operate to move the piston andgraduating valve to lap position "in a manner similar to that of thepresent standard triple valve device, and if desired such a constructicnmay he used with vmy improvement. Further service reductions may be madein the same way for increasing the brake cylinder pressure. The releaseof the brakes is brought about in the usual manner by increasingthetrain pipe pressure and moving the piston and main slide valve to thefull release position shown in Fig. 1, in which re cylinder port 16 comunicates by a sudden reduction in train pipe pres,

sure is substantially the. same as with the present standard apparatus,both springs 7 and 27 being compressed as the piston moves to emergencyposition.

In order to prevent any tendency of the piston and valve to go to emerency pose tion in service applications on s ort trains,

due to the local train pipe discharge, the graduating port 11 in themain slide valve is provided with a foot or extension 25 in the face ofthe valve, so that the first move ment of the main valve from itsservice position toward emergency position operates to cut off the localtrain pipe discharge, while at the same time maintaining the serviceport from the auxiliary reservoir to the brake cylinder open to its fullcapacity. The train pipe discharge being closed the auxiliary reservoirpressure will then reduce to the brake cylinder with suflicient rapidityto prevent further movement of the valve toward emergency position, aswill be readily understood. Any suitable form of main valve andauxiliary valve means, having the desired functions, may be employed forproducing these results.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent is 1. A triple valve device comprising amovable abutment subject to train pipe pressure, a main valve operatedby said abutment for controlling the exhaust from the brake cylinder,and an auxiliary valve having a movement relative to the main valve andoperated by the abutment in service applications of the brakes forcontrollin 'a train pipe discharge port to the brake cy inder and a portfrom the auxilia'r'yre'servoir direct to the brake cylinder.

2. A triple valve device comprising a movable abutment subject to trainpipe pressure, a main valve operated by said abutment for controllingthe exhaust from the brake cylinder, and an auxiliary valve oper* atedby the abutment and having a move ment relative to the main valve, withmeans for opening a train pipe discharge port and a direct communicationfrom'the auxiliary reservoir to the brake cylinder when in serviceposition.

3. A triple valve device comprising a main valve for controlling thebrake cylin-,

der exhaust, an auxiliary valve subject to the auxiliary reservoirpressure and having a movement relative to the main valve, a brakecylinder service port and a local train pipe discharge port-adapted tobe opened by said auxiliary valve in service position, and a movableabutment subject to the opposing pressures of the train pipe andauxiliary reservoir for operating said valves.

4. A triple valve device comprising a main valve, separate ports forestablishing communication from the auxiliary reservoir and from thetrain ipe to the brake cylinder, an auxiliary va ve having a movementrelative to the main valve and adapted to open said ports when inservice application position, and a movable abutment subject to trainpipe pressure for operatingsaid auxiliary valve.

5. A triple valve device comprising a movable abutment subject to theopposing pressures of the auxiliary reservoir and the train pipe, a mainslide valve operated by said abutmentand having ports for opening directcommunication from the auxiliary reservoir to the brake cylinder and for10- cally venting the train pipe when in service position, and agraduating valve having a movement relative to the main valve andoperated by the said abutment for controlling the ports in the mainslide valve.

' 6. A triple valve device comprising a movableabutment subject to theopposing pressures of the auxiliary reservoir and .train pipe, a mainslide valve operated thereby but having a lost motion relative thereto,said valve having ports for opening direct communication from theauxiliary reservoir to the brake cylinder and for 10- cally venting thetrain pipe when in its service position, and a graduating valve movingwith said abutment for controlling said ports in the main slide valve.

7. A triple valve device comprising a movable abutment subject to theopposing pressures of the auxiliary reservoir and the train pipe, 2.main slide valve operated by said abutment and having ports forsimultaneously opening direct communication from the auxiliary reservoirto the brake cylinder and for locally venting the train pipe when inservice position, and a graduating slide valve mounted on said mainvalve and controlling the ports therein.

8. A triple valve device comprising a movable abutment subject to theopposing pressures of the auxiliary reservoir and train pipe, a mainslide valve operated thereby but having a lost motion relative thereto,said valve having ports for opening direct communication from theauxiliary reservoir to the brake cylinder and from the train pipe to thebrake cylinder when in service position, and a graduating valve movingin unison with said abutment for controlling the ports in the main slidevalve. Y

9. A triple valve device comprising a pieton subject to the opposingpressures of the auxiliary reservoir and the train pipe, a main slidevalve operated by said piston and having ports for opening communicationfrom ,the auxiliary reservoir to the brake cylinder and for locallyve'i'iting the train pipe when in service position, a graduating valveoperated by said piston and having a'movement relative to the main valvefor controlling the ports therein, and a spring tending-to move saidpiston and graduating valve from service to lap position and to a closesaid ports in the mam valve.

10. A triple valve device comprising apiston subject to the opposingpressures of I service applications, both said the auxiliary reservoirand the train pipe, a main slide valve operated by said piston andhaving ports for opening communication from the auxiliary reservoir tothe brake cylinder and for locally venting the train pipe when inservice position, a graduating valve operated by said piston and havinga movement relative to the main valve for controlling the ports therein,and a spring tending. to move said piston and graduating valve fromservice to lap position, and another spring) for opposing the movementof said piston eyond its service position.

11. A triple valve device comprising a piston subject to the opposingpressures of the auxiliary reservoir and the train pipe, a main slidevalve operated by said piston and having a service port for openingcommunis cation from the auxiliary reservoir to the brake cylinder whenin service position and.

other ports of relative small capacity'for locally venting the trainpipe at the'same time, and a graduating valve operated by said pistonand having a movement relative o the main valve for controlling theports therein.

12. A triple valve device comprising a pis ton subject to the opposingpressures of the auxiliary reservoir and the train pipe, a main slidevalve operated by said piston and having a service port for openingcommunication from the auxiliary reservoir to the brake cylinder when inservice position and other ports of relative small capacity for locallyventing the train pipe at the same time, said train pipe ports beingprovided with extensions at the face of the-valve, and a graduatingvalve operated by said piston and having a movement relative to the mainvalve for controlling the .ports therein.

13. A triple valve device comprising a piston subject to the opposingpressures of the auxiliary reservoir and the train pipe,

a main slide valve operated by said piston and having a service port foropening communication-from the auxiliary reservoir to the brake cylinderwhen in service position and other ports of relative small capacity forlocally venting the train pipe at the same time, said service port beingprovided with an extension 'at the face of the valve, and a graduatedvalve operated by said piston and having a movement relative to the mainvalve for controlling the ports therein.

14:. A triple valve device comprising a movable abutment subject to theopposing pressures ofthe train-pipe and auxiliary reservoir, a mainslide valve subject to the auxiliary reservoir pressure, and anauxiliary valve also subject to the auxiliary reservoir pressure andoperated by said abutment to control the brake cylinder service portanda local train pipe discharge port in ports being open'in one position ofthe valves.

15. A triple valve device comprising a movable abutment operating inresponse to variatlons 1n tram pipe pressure, a main slide valve subjectto the auxiliary reservoir pressure and controlling the exhaust from thement relative to the main valve and to control the brake cylinderservice port and a local train pipe discharge port in serviceapplications, both said ports being open in one position of the valves.

16. A triple valve device, comprising a movable abutment subjectto-train pipe pres sure, a main valve operated by said abutment, andanauxiliary valve means having a movement relative to the main valve,said valves being operated by said abutment under a reduction in trainpipe pre'ssure to open'a train pipe vent port slightly in advance ofopening the brake cylinder service port, both ports being normally openin service position.

17. A triple valve device, comprising a casing having a brake cylinder.service port and a train pipe vent port, a main valve, an auxiliaryvalve means having a movement relative to the main valve, and a movableabutment operated by a reduction in train pipe pressure to move saidvalves to open both ports, the vent port being opened slightly inadvance of the service port.

and then a brake cylinder service port. and.

upon a further movement in the same direction to close said vent portwhile the service port is still open.

19. A triple valve device, comprising a casing having a brake cylinderservice port and a train pipe vent port, a main valve havingcorresponding ports, an auxiliary valve having a movement relative tothe main valve for controlling said ports, a piston operated by areduction-in train pipe pressure to move said valves to a position foropening both ports.

:20. A triple valve device, comprising a casing having a brake cylinderservice port and a train pipe vent port, a main valve havingcorresponding ports, an auxiliary valve having a movement relative tothe main valve for controlling said ports, a piston operated by areduction in train pipe pressure to move said valves to a position "foropening both ports. the main valve upon its outward movement beingadapted to open the vent port slightly in advance of the service port.

21. A triple valve device, comprising a casing having a brake cylinderservice port 5 and a train pipe vent port, a main valve opening bothports, the auxiliary valve u on its return or lap movement being adapteto close the vent port slightly in advance of the service port in themain valve.

In testimony whereof I have hereunto set 15 having corresponding ports,an auxiliary my hand.

valve having a movement relative to the WALTER V. TURNER. main valve forcontrolling said ports, a Witnesses:

piston operated by a reduction in train pipe I R. F. EMERY,

1o pressure to move said valve to a position for .145. B. MACDONALD.

